The Balloon Hoax (1850)

By Edgar Allan Poe

ASTOUNDING NEWS BY EXPRESS, VIA NORFOLK!–The Atlantic Crossed in Three

Days!–Signal Triumph of Mr. Monck Mason's Flying Machine!- Arrival at Sullivan's Island,
near Charlestown, S. C., of Mr. Mason, Mr. Robert Holland, Mr. Henson, Mr. Harrison
Ainsworth, and four others, in the Steering Balloon, Victoria, after a Passage of Seventy-
five Hours from Land to Land! Full Particulars of the Voyage!

The subjoined jeu d'esprit with the preceding heading in magnificent capitals, well
interspersed with notes of admiration, was originally published, as matter of fact, in the
New York Sun, a daily newspaper, and therein fully subserved the purpose of creating
indigestible aliment for the quidnuncs during the few hours intervening between a couple
of the Charleston mails. The rush for the "sole paper which had the news" was something
beyond even the prodigious; and, in fact, if (as some assert) the Victoria did not
absolutely accomplish the voyage recorded it will be difficult to assign a reason why she
should not have accomplished it. E. A. P.

THE GREAT problem is at length solved! The air, as well as the earth and the ocean, has
been subdued by science, and will become a common and convenient highway for
mankind. The Atlantic has been actually crossed in a Balloon! and this too without
difficulty–without any great apparent danger–with thorough control of the machine–and
in the inconceivably brief period of seventy-five hours from shore to shore! By the energy
of an agent at Charleston, S. C., we are enabled to be the first to furnish the public with a
detailed account of this most extraordinary voyage, which was performed between
Saturday, the 6th instant, at 11 A.M. and 2 P.M., on Tuesday, the 9th instant, by Sir
Everard Bringhurst; Mr. Osborne, a nephew of Lord Bentinck's; Mr. Monck Mason and
Mr. Robert Holland, the well-known aeronauts; Mr. Harrison Ainsworth, author of "Jack
Sheppard," etc.; and Mr. Henson the projector of the late unsuccessful flying machine–
with two seamen from Woolwich–in all, eight persons. The particulars furnished below
may be relied on as authentic and accurate in every respect, as, with a slight exception,
they are copied verbatim from the joint diaries of Mr. Monck Mason and Mr. Harrison
Ainsworth, to whose politeness our agent is also indebted for much verbal information
respecting the balloon itself, its construction, and other matters of interest. The only
alteration in the MS. received, has been made for the purpose of throwing the hurried
account of our agent, Mr. Forsyth, into a connected and intelligible form.

THE BALLOON
Two very decided failures, of late,–those of Mr. Henson and Sir George Cayley,–had much
weakened the public interest in the subject of aerial navigation. Mr. Henson's scheme
(which at first was considered very feasible even by men of science) was founded upon
the principle of an inclined plane, started from an eminence by an extrinsic force, applied
and continued by the revolution of impinging vanes, in form and number resembling the
vanes of a windmill. But, in all the experiments made with models at the Adelaide Gallery,
it was found that the operation of these fins not only did not propel the machine, but
actually impeded its flight. The only propelling force it ever exhibited, was the mere
impetus acquired from the descent of the inclined plane, and this impetus carried the
machine farther when the vanes were at rest, than when they were in motion–a fact
which sufficiently demonstrates their inutility, and in the absence of the propelling,
which was also the sustaining power, the whole fabric would necessarily descend. This
consideration led Sir George Cayley to think only of adapting a propeller to some
machine having of itself an independent power of support–in a word, to a balloon; the
idea, however, being novel, or original, with Sir George, only so far as regards the mode of
its application to practice. He exhibited a model of his invention at the Polytechnic
Institution. The propelling principle, or power, was here, also, applied to interrupted
surfaces, or vanes, put in revolution. These vanes were four in number, but were found
entirely ineffectual in moving the balloon, or in aiding its ascending power. The whole
project was thus a complete failure.

It was at this juncture that Mr. Monck Mason (whose voyage from Dover to Weilburg in
the balloon Nassau occasioned so much excitement in 1837) conceived the idea of
employing the principle of the Archimedean screw for the purpose of propulsion through
the air- rightly attributing the failure of Mr. Henson's scheme, and of Sir George Cayley's
to the interruption of surface in the independent vanes. He made the first public
experiment at Willis's Rooms, but afterward removed his model to the Adelaide Gallery.

Like Sir George Cayley's balloon, his own was an ellipsoid. Its length was 13 feet 6 inches–
height, 6 feet 8 inches. It contained about 320 cubic feet of gas, which, if pure hydrogen,
would support 21 pounds upon its first inflation, before the gas has time to deteriorate or
escape. The weight of the whole machine and apparatus was 17 pounds–leaving about 4
pounds to spare. Beneath the centre of the balloon, was a frame of light wood, about 9
feet long, and rigged on to the balloon itself with a net-work in the customary manner.
From this framework was suspended a wicker basket or car.

The screw consists of an axis of hollow brass tube, 18 inches in length, through which,
upon a semi-spiral inclined at 15 degrees, pass a series of steel-wire radii, 2 feet long, and
thus projecting a foot on either side. These radii are connected at the outer extremities by
2 bands of flattened wire; the whole in this manner forming the framework of the screw,
which is completed by a covering of oiled silk cut into gores, and tightened so as to
present a tolerably uniform surface. At each end of its axis this screw is supported by
pillars of hollow brass tube descending from the hoop. In the lower ends of these tubes
are holes in which the pivots of the axis revolve. From the end of the axis which is next
the car, proceeds a shaft of steel, connecting the screw with the pinion of a piece of spring
machinery fixed in the car. By the operation of this spring, the screw is made to revolve
with great rapidity, communicating a progressive motion to the whole. By means of the
rudder, the machine was readily turned in any direction. The spring was of great power,
compared with its dimensions, being capable of raising 45 pounds upon a barrel of 4
inches diameter, after the first turn, and gradually increasing as it was wound up. It
weighed, altogether, eight pounds six ounces. The rudder was a light frame of cane
covered with silk, shaped somewhat like a battledoor, and was about 3 feet long, and at
the widest, one foot. Its weight was about 2 ounces. It could be turned flat, and directed
upward or downward, as well as to the right or left-, and thus enabled the aeronaut to
transfer the resistance of the air which in an inclined position it must generate in its
passage, to any side upon which he might desire to act; thus determining the balloon in
the opposite direction.

This model (which, through want of time, we have necessarily described in an imperfect
manner) was put in action at the Adelaide Gallery, where it accomplished a velocity of 5
miles per hour; although, strange to say, it excited very little interest in comparison with
the previous complex machine of Mr. Henson–so resolute is the world to despise
anything which carries with it an air of simplicity. To accomplish the great desideratum of
aerial navigation, it was very generally supposed that some exceedingly complicated
application must be made of some unusually profound principle in dynamics.

So well satisfied, however, was Mr. Mason of the ultimate success of his invention, that he
determined to construct immediately, if possible, a balloon of sufficient capacity to test
the question by a voyage of some extent; the original design being to cross the British
Channel, as before, in the Nassau balloon. To carry out his views, he solicited and
obtained the patronage of Sir Everard Bringhurst and Mr. Osborne, two gentlemen well
known for scientific acquirement, and especially for the interest they have exhibited in
the progress of aerostation. The project, at the desire of Mr. Osborne, was kept a
profound secret from the public–the only persons entrusted with the design being those
actually engaged in the construction of the machine, which was built (under the
superintendence of Mr. Mason, Mr. Holland, Sir Everard Bringhurst, and Mr. Osborne) at
the seat of the latter gentleman near Penstruthal, in Wales. Mr. Henson, accompanied by
his friend Mr. Ainsworth, was admitted to a private view of the balloon, on Saturday last;
when the two gentlemen made final arrangements to be included in the adventure. We
are not informed for what reason the two seamen were also included in the party–but in
the course of a day or two, we shall put our readers in possession of the minutest
particulars respecting this extraordinary voyage.

The balloon is composed of silk, varnished with the liquid gum caoutchouc. It is of vast
dimensions, containing more than 40,000 cubic feet of gas; but as coal gas was employed
in place of the more expensive and inconvenient hydrogen, the supporting power of the
machine, when fully inflated, and immediately after inflation, is not more than about
2500 pounds. The coal gas is not only much less costly, but is easily procured and
managed.

For its introduction into common use for purposes of aerostation, we are indebted to Mr.
Charles Green. Up to his discovery, the process of inflation was not only exceedingly
expensive, but uncertain. Two and even three days have frequently been wasted in futile
attempts to procure a sufficiency of hydrogen to fill a balloon, from which it had great
tendency to escape, owing to its extreme subtlety, and its affinity for the surrounding
atmosphere. In a balloon sufficiently perfect to retain its contents of coal gas unaltered, in
quantity or amount, for six months, an equal quantity of hydrogen could not be
maintained in equal purity for six weeks.

The supporting power being estimated at 2500 pounds, and the united weights of the
party amounting only to about 1200, there was left a surplus of 1300, of which again 1200
was exhausted by ballast, arranged in bags of different sizes, with their respective weights
marked upon them–by cordage, barometers, telescopes, barrels containing provision for a
fortnight, water-casks, cloaks, carpet-bags, and various other indispensable matters,
including a coffee-warmer, contrived for warming coffee by means of slack-lime, so as to
dispense altogether with fire, if it should be judged prudent to do so. All these articles,
with the exception of the ballast, and a few trifles, were suspended from the hoop
overhead. The car is much smaller and lighter, in proportion, than the one appended to
the model. It is formed of a light wicker, and is wonderfully strong for so frail looking a
machine. Its rim is about 4 feet deep. The rudder is also very much larger, in proportion,
than that of the model; and the screw is considerably smaller. The balloon is furnished
besides with a grapnel, and a guide-rope, which latter is of the most indispensable
importance. A few words, in explanation, will here be necessary for such of our readers as
are not conversant with the details of aerostation.

As soon as the balloon quits the earth, it is subjected to the influence of many
circumstances tending to create a difference in its weight; augmenting or diminishing its
ascending power. For example, there may be a deposition of dew upon the silk, to the
extent, even, of several hundred pounds; ballast has then to be thrown out, or the
machine may descend. This ballast being discarded, and a clear sunshine evaporating the
dew, and at the same time expanding the gas in the silk, the whole will again rapidly
ascend. To check this ascent, the only recourse is (or rather was, until Mr. Green's
invention of the guide-rope) the permission of the escape of gas from the valve; but, in
the loss of gas, is a proportionate general loss of ascending power; so that, in a
comparatively brief period, the best-constructed balloon must necessarily exhaust all its
resources, and come to the earth. This was the great obstacle to voyages of length.

The guide-rope remedies the difficulty in the simplest manner conceivable. It is merely a
very long rope which is suffered to trail from the car, and the effect of which is to prevent
the balloon from changing its level in any material degree. If, for example, there should be
a deposition of moisture upon, the silk, and the machine begins to descend in
consequence, there will be no necessity for discharging ballast to remedy the increase of
weight, for it is remedied, or counteracted, in an exactly just proportion, by the deposit
on the ground of just so much of the end of the rope as is necessary. If, on the other hand,
any circumstances should cause undue levity, and consequent ascent, this levity is
immediately counteracted by the additional weight of rope upraised from the earth. Thus,
the balloon can neither ascend nor descend, except within very narrow limits, and its
resources, either in gas or ballast, remain comparatively unimpaired. When passing over
an expanse of water, it becomes necessary to employ small kegs of copper or wood, filled
with liquid ballast of a lighter nature than water. These float, and serve all the purposes of
a mere rope on land. Another most important office of the guide-rope, is to point out the
direction of the balloon. The rope drags, either on land or sea, while the balloon is free;
the latter, consequently, is always in advance, when any progress whatever is made, a
comparison, therefore, by means of the compass, of the relative positions of the two
objects, will always indicate the course. In the same way, the angle formed by the rope
with the vertical axis of the machine, indicates the velocity. When there is no angle–in
other words, when the rope hangs perpendicularly, the whole apparatus is stationary; but
the larger the angle, that is to say, the farther the balloon precedes the end of the rope,
the greater the velocity; and the converse.

As the original design was to cross the British Channel, and alight as near Paris as
possible, the voyagers had taken the precaution to prepare themselves with passports
directed to all parts of the Continent, specifying the nature of the expedition, as in the
case of the Nassau voyage, and entitling the adventurers to exemption from the usual
formalities of office; unexpected events, however, rendered these passports superfluous.

The inflation was commenced very quietly at day-break, on Saturday morning, the 6th
instant in the courtyard of Wheal-Vor House, Mr. Osborne's seat, about a mile from
Penstruthal, in North Wales; and at 7 minutes past 11, everything being ready for
departure, the balloon was set free, rising gently but steadily, in a direction nearly South;
no use being made, for the first half hour, of either the screw or the rudder. We proceed
now with the journal, as transcribed by Mr. Forsyth from the joint MSS. of Mr. Monck
Mason and Mr. Ainsworth. The body of the journal, as given, is in the handwriting of Mr.
Mason, and a P. S. is appended, each day, by Mr. Ainsworth, who has in preparation, and
will shortly give the public a more minute and, no doubt, a thrillingly interesting account
of the voyage.

THE JOURNAL

Saturday, April the 6th.–Every preparation likely to embarrass us having been made
overnight, we commenced the inflation this morning at daybreak; but owing to a thick
fog which encumbered the folds of the silk and rendered it unmanageable, we did not get
through before nearly eleven o'clock. Cut loose, then, in high spirits, and rose gently but
steadily, with a light breeze at North, which bore us in the direction of the Bristol
Channel. Found the ascending force greater than we had expected; and as we arose higher
and so got clear of the cliffs, and more in the sun's rays, our ascent became very rapid. I
did not wish, however, to lose gas at so early a period of the adventure, and so concluded
to ascend for the present. We soon ran out our guide-rope; but even when we had raised
it clear of the earth, we still went up very rapidly. The balloon was unusually steady, and
looked beautifully. In about 10 minutes after starting, the barometer indicated an altitude
of 15,000 feet. The weather was remarkably fine, and the view of the subjacent country–a
most romantic one when seen from any point–was now especially sublime. The numerous
deep gorges presented the appearance of lakes, on account of the dense vapors with
which they were filled, and the pinnacles and crags to the South East, piled in inextricable
confusion, resembling nothing so much as the giant cities of Eastern fable. We were
rapidly approaching the mountains in the South, but our elevation was more than
sufficient to enable us to pass them in safety. In a few minutes we soared over them in
fine style; and Mr. Ainsworth, with the seamen, was surprised at their apparent want of
altitude when viewed from the car, the tendency of great elevation in a balloon being to
reduce inequalities of the surface below, to nearly a dead level. At half-past eleven still
proceeding nearly South, we obtained our first view of the Bristol Channel; and, in fifteen
minutes afterward, the line of breakers on the coast appeared immediately beneath us,
and we were fairly out at sea. We now resolved to let off enough gas to bring our guide-
rope, with the buoys affixed, into the water. This was immediately done, and we
commenced a gradual descent. In about 20 minutes our first buoy dipped, and at the
touch of the second soon afterward, we remained stationary as to elevation. We were all
now anxious to test the efficiency of the rudder and screw, and we put them both into
requisition forthwith, for the purpose of altering our direction more to the eastward, and
in a line for Paris. By means of the rudder we instantly effected the necessary change of
direction, and our course was brought nearly at right angles to that of the wind; when we
set in motion the spring of the screw, and were rejoiced to find it propel us readily as
desired. Upon this we gave nine hearty cheers, and dropped in the sea a bottle, inclosing a
slip of parchment with a brief account of the principle of the invention. Hardly, however,
had we done with our rejoicings, when an unforeseen accident occurred which
discouraged us in no little degree. The steel rod connecting the spring with the propeller
was suddenly jerked out of place, at the car end, (by a swaying of the car through some
movement of one of the two seamen we had taken up,) and in an instant hung dangling
out of reach, from the pivot of the axis of the screw. While we were endeavoring to regain
it, our attention being completely absorbed, we became involved in a strong current of
wind from the East, which bore us, with rapidly increasing force, toward the Atlantic. We
soon found ourselves driving out to sea at the rate of not less, certainly, than 50 or 60
miles an hour, so that we came up with Cape Clear, at some 40 miles to our North, before
we had secured the rod, and had time to think what we were about. It was now that Mr.
Ainsworth made an extraordinary but, to my fancy, a by no means unreasonable or
chimerical proposition, in which he was instantly seconded by Mr. Holland-viz.: that we
should take advantage of the strong gale which bore us on, and in place of beating back to
Paris, make an attempt to reach the coast of North America. After slight reflection, I gave
a willing assent to this bold proposition, which (strange to say) met with objection from
the two seamen only. As the stronger party, however, we overruled their fears, and kept
resolutely upon our course. We steered due West; but as the trailing of the buoys
materially impeded our progress, and we had the balloon abundantly at command, either
for ascent or descent, we first threw out fifty pounds of ballast, and then wound up (by
means of a windlass) so much of the rope as brought it quite clear of the sea. We
perceived the effect of this manoeuvre immediately, in a vastly increased rate of progress;
and, as the gale freshened, we flew with a velocity nearly inconceivable; the guide-rope
flying out behind the car, like a streamer from a vessel. It is needless to say that a very
short time sufficed us to lose sight of the coast. We passed over innumerable vessels of all
kinds, a few of which were endeavoring to beat up, but the most of them lying to. We
occasioned the greatest excitement on board all–an excitement greatly relished by
ourselves, and especially by our two men, who, now under the influence of a dram of
Geneva, seemed resolved to give all scruple, or fear, to the wind. Many of the vessels fired
signal guns; and in all we were saluted with loud cheers (which we heard with surprising
distinctness) and the waving of caps and handkerchiefs. We kept on in this manner
throughout the day with no material incident, and, as the shades of night closed around
us, we made a rough estimate of the distance traversed. It could not have been less than
500 miles, and was probably much more. The propeller was kept in constant operation,
and, no doubt, aided our progress materially. As the sun went down, the gale freshened
into an absolute hurricane, and the ocean beneath was clearly visible on account of its
phosphorescence. The wind was from the East all night, and gave us the brightest omen
of success. We suffered no little from cold, and the dampness of the atmosphere was most
unpleasant; but the ample space in the car enabled us to lie down, and by means of cloaks
and a few blankets we did sufficiently well.

P.S. [by Mr. Ainsworth.] The last nine hours have been unquestionably the most exciting
of my life. I can conceive nothing more sublimating than the strange peril and novelty of
an adventure such as this. May God grant that we succeed! I ask not success for mere
safety to my insignificant person, but for the sake of human knowledge and–for the
vastness of the triumph. And yet the feat is only so evidently feasible that the sole wonder
is why men have scrupled to attempt it before. One single gale such as now befriends us–
let such a tempest whirl forward a balloon for 4 or 5 days (these gales often last longer)
and the voyager will be easily borne, in that period, from coast to coast. In view of such a
gale the broad Atlantic becomes a mere lake. I am more struck, just now, with the
supreme silence which reigns in the sea beneath us, notwithstanding its agitation, than
with any other phenomenon presenting itself. The waters give up no voice to the
Heavens. The immense flaming ocean writhes and is tortured uncomplainingly. The
mountainous surges suggest the idea of innumerable dumb gigantic fiends struggling in
impotent agony. In a night such as is this to me, a man lives–lives a whole century of
ordinary life–nor would I forego this rapturous delight for that of a whole century of
ordinary existence.

Sunday, the 7th. [Mr. Mason's MS.] This morning the gale, by 10, had subsided to an
eight–or nine–knot breeze (for a vessel at sea), and bears us, perhaps, 30 miles per hour,
or more. It has veered, however, very considerably to the North; and now, at sundown, we
are holding our course due West, principally by the screw and rudder, which answer their
purposes to admiration. I regard the project as thoroughly successful, and the easy
navigation of the air in any direction (not exactly in the teeth of a gale) as no longer
problematical. We could not have made head against the strong wind of yesterday, but,
by ascending, we might have got out of its influence, if requisite. Against a pretty stiff
breeze, I feel convinced, we can make our way with the propeller. At noon, today,
ascended to an elevation of nearly 25,000 feet, (about the height of Cotopaxi) by
discharging ballast. Did this to search for a more direct current, but found none so
favorable as the one we are now in. We have an abundance of gas to take us across this
small pond, even should the voyage last 3 weeks. I have not the slightest fear for the
result. The difficulty has been strangely exaggerated and misapprehended. I can choose
my current, and should I find all currents against me, I can make very tolerable headway
with the propeller. We have had no incidents worth recording. The night promises fair.

P.S. [By Mr. Ainsworth.] I have little to record, except the fact (to me quite a surprising
one) that, at an elevation equal to that of Cotopaxi, I experienced neither very intense
cold, nor headache, nor difficulty of breathing; neither, I find, did Mr. Mason, nor Mr.
Holland, nor Sir Everard. Mr. Osborne complained of constriction of the chest–but this
soon wore off. We have flown at a great rate during the day, and we must be more than
half way across the Atlantic. We have passed over some 20 or 30 vessels of various kinds,
and all seem to be delightfully astonished. Crossing the ocean in a balloon is not so
difficult a feat after all. Omne ignotum pro magnifico. Mem.: at 25,000 feet elevation the
sky appears nearly black, and the stars are distinctly visible; while the sea does not seem
convex (as one might suppose) but absolutely and most unequivocally concave.*

* "Mr. Ainsworth has not attempted to account for this phenomenon, which however, is
quite susceptible of explanation. A line dropped from an elevation of 25,000 feet,
perpendicularly to the surface of the earth (or sea), would form the perpendicular of a
right-angled triangle, of which the base would extend from the right angle to the horizon,
and the hypothenuse from the horizon to the balloon. But the 25,000 feet of altitude is
little or nothing, in comparison with the extent of the prospect. In other words, the base
and hypothenuse of the supposed triangle would be so long, when compared with the
perpendicular, that the two former may be regarded as nearly parallel. In this manner the
horizon of the aeronaut would appear to be on a level with the car. But, as the point
immediately beneath him seems, and is, at a great distance below him, it seems, of
course, also, at a great distance below the horizon. Hence the impression of concavity;
and this impression must remain, until the elevation shall bear so great a proportion to
the extent of prospect, that the apparent parallelism of the base and hypothenuse
disappears–when the earth's real convexity must appear.

Monday, the 8th. [Mr. Mason's MS.] This morning we had again some little trouble with
the rod of the propeller, which must be entirely remodelled, for fear of serious accident–I
mean the steel rod, not the vanes. The latter could not be improved. The wind has been
blowing steadily and strongly from the North-East all day; and so far fortune seems bent
upon favoring us. Just before day, we were all somewhat alarmed at some odd noises and
concussions in the balloon, accompanied with the apparent rapid subsidence of the whole
machine. These phenomena were occasioned by the expansion of the gas, through
increase of heat in the atmosphere, and the consequent disruption of the minute particles
of ice with which the network had become encrusted during the night. Threw down
several bottles to the vessels below. Saw one of them picked up by a large ship–seemingly
one of the New York line packets. Endeavored to make out her name, but could not be
sure of it. Mr. Osbornes telescope made it out something like "Atalanta." It is now 12 at
night, and we are still going nearly West, at a rapid pace. The sea is peculiarly
phosphorescent.

P.S. [By Mr. Ainsworth.] It is now 2 A.M., and nearly calm, as well as I can judge–but it is
very difficult to determine this point since we move with the air so completely. I have not
slept since quitting Wheal-Vor, but can stand it no longer, and must take a nap. We
cannot be far from the American coast.

Tuesday, the 9th. [Mr. Ainsworth's MS.] One, P.M. We are in full view of the low coast of
South Carolina. The great problem is accomplished. We have crossed the Atlantic–fairly
and easily crossed it in a balloon! God be praised! Who shall say that anything is
impossible hereafter?

The Journal here ceases. Some particulars of the descent were communicated, however,
by Mr. Ainsworth to Mr. Forsyth. It was nearly dead calm when the voyagers first came in
view of the coast, which was immediately recognized by both the seamen, and by Mr.
Osborne. The latter gentleman having acquaintances at Fort Moultrie, it was immediately
resolved to descend in its vicinity. The balloon was brought over the beach (the tide being
out and the sand hard, smooth, and admirably adapted for a descent), and the grapnel let
go, which took firm hold at once. The inhabitants of the Island, and of the Fort, thronged
out, of course, to see the balloon; but it was with the greatest difficulty that any one could
be made to credit the actual voyage–the crossing of the Atlantic. The grapnel caught at 2
P.M. precisely; and thus the whole voyage was completed in 75 hours; or rather less,
counting from shore to shore. No serious accident occurred. No real danger was at any
time apprehended. The balloon was exhausted and secured without trouble; and when
the MS. from which this narrative is compiled was despatched from Charleston, the party
were still at Fort Moultrie. Their further intentions were not ascertained; but we can
safely promise our readers some additional information either on Monday or in the
course of the next day, at furthest.

This is unquestionably the most stupendous, the most interesting, and the most
important undertaking ever accomplished or even attempted by man. What magnificent
events may ensue, it would be useless now to think of determining.